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'. ZSheets-Sheet 1.

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I SUREW PROPELLER FOR VESSELS.

Patented Ju ne 3,

No. Z99,5.38.

(No M04161.) 2 SheetsSheet 2.

' E; s. HAWLEY.

somaw PROPELLER FOR VESSEL'S. 2991-538- 1 Patented June 3, 1884.

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ELIAS S. HAW'LEY, OF BUFFALO, NE\V YORK.

SCFREW-PROPELLER FOR VESSELS.

SPECIFICATION forming part of Letters Patent No. 299,538, dated June 3, 1884-.

' Application filed NovemberQS, 1882. (No model.)

To all whom it may concern Be it known that I, ELIAS S. HAWLEY, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Vessels Propelled by Steam or other Power; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

The object of my invention is to increase the speed and power of that class of vessels which are propelled by screw-power; and to that end it consists in a peculiar arrangement of screws, by means of which the combined working area of the screws is substantially equal to or somewhat greater than the maximum immersed transverse section of the vessel. This I accomplish by placing two screws in the line of the keel-one at the bow and the other at the sternboth located in the dead-wood, the bow and stern being of like tapering configuration,and in ad dition to these I place twin screws at each end of the vessel, located along the tapering portions of the bow and stern. These six screws are to be made of such size that their combined working area is about equal to or preferably somewhat greater than the maximum immersed transverse section of the Vessel.

My invention further consists in having the shafts by which the twin screws are rotated slightly inclined in an upward direction, so that the twin screws at the bow have a lifting tendency,while those at the stern have a contrary or depressing tendency,- thereby lessening the amount of water to be displaced by decreasing the area of the submerged cross-section at the bow.

My invention further consists in having the shafts of the twidscrews converge toward the bow and stern, thereby having the effect at the bow of causing the impinging water on both sides to assume a direction substantially parallel to the tapering sides, and consequently effecting a reduction of resistance and friction while at the stern the water is thrown inwardly and upwardly, having a tendency to restore the displaced water to its normal level and increase the effectiveness of the rear screw.

My invention further consists of other details of construction, which will be more fully hereinafter described, and pointed out in the claims.

In the drawings, Figure 1 is atop plan View of the hull of a vessel embodying my improvements. Fig. 2 is a bottom plan view of the same. Figs. 8 and4are respectively side and end elevations of the same. Fig. 5 is an end elevation of the vessel with the screws removed, and Figs. 6 and 7 are different detached views of the sheath for the projecting ends of the shafts.

Referring to the drawings, a is the hull of v the vessel, 1) the bow, and c the stern. Both the bow and stern are the same in configuration, and are preferably made very sharp, as clearly shown in the drawings.

(1 d are the two screws which are located in the dead-wood in the line of the keel, and between them and the extreme ends of the hull are the balanced rudders e e. The screws d d are each revolved by the separate shafts f f respectively, each shaft having a separate engine, as shown at f f Fig. 1.

g g are the twin screws at the bow, and g g are the twin screws at the stern. These screws are each operated by separate shafts g and engines g, as clearly shown in Fig. 1.

By the arrangement just described, I have six screws operating to propel the vessel-three in the bow and three in the stern-each having its separate and independent motive power, and my design is to construct these six screws of such size that their combined working area is substantially equal to or preferably some- .what greater than the maximum submerged transverse section of the vessel which I have represented, for example, in Fig. 4, in which all that portion of the hull of the vessel below the line 00 00 represents the maximum submerged portion. The immense force exerted by the combined action of the six screws is productive of a correspondingly-increased re sistance from the displaced water, and in order to decrease this resistance as much as possible I have secured the shafts operating the twin screws 9 g at the bow in a direction inclining upwardly from a horizontal plane, as clearly shown in Fig. 3, the ends of the shafts at which the screws are located being the highest, so that these twin screws at the bow have, while the vessel is moving forward, a lifting tendency. The shafts operating the twin screws 9 g at the stern are secured in a similar position with relation to the stern, and have, while the vessel is moving forward, a depressing tendency, which serves to assist the lifting tendency of the twin screws 9 g at the bow, thus enabling the vessel to present a diminished transverse immersed section, therebyproducing a decrease in the resistance caused by the displacement of the water.

In addition to the inclination of the shafts operating the twin screws in the bow just described, I have placed them so that they converge toward the bow, as clearly shown in Figs. 1 and 2, thereby having the effect of causing the impinging water thrown back to assume a direction substantially parallel to the tapering sides of the bow, and consequently efiecting a reduction of friction and resistance caused by the impacting water. The shafts operating the twin screws 9 g are secured in a similar position with relation to the stern, and in such position the screws operated by them have a tendency to throw the water inwardly and upwardly, having the effect of restoring the displaced water to its normal level and increasing the effectiveness of the rear screw. The shafts g", operatingthe twin screws, project some distance beyond the tapering sides of the bow and stern, so as to give the requisite space for the operation of the screws. The exposed portionsof these shafts are protected in a manner which is clearly shown in Figs. 5 and 6, in which h is the circular sheath which incloses the shaft, having the projecting portion h extending substantially in a horizontal direction to the tapering side of the vessel. This sheath h and its projecting portion or extension h are firmly riveted to the side of the vessel along its contacting edges, and the edge if of the extension h is made somewhat sharp, so as to cut the water and throw it ofi' above and below the portion h with the least possible friction.

My improved mode of propulsion enables me to move the vessel equally well in either direction, and the several screws, being provided with separate engines, can be used in concert or not, as occasion demands, and by a proper manipulation they can be employed in turning the vessel, especially when in the trough of the sea.

\Vhile I prefer to provide each screw with a separate engine, other provision could equally well be made-as, for instance, the three forward screws could be operated by a single engine, and the three in the stern in the same manner; or, if found desirable, one or more additional engines could be connected to each separate shaft. I have provided the vessel, as shown, with two rudders, one at each end, and while both could be used simultaneously in changing the direction of the vessel, it would perhaps be preferable to cause the forward rudder to remain idle, and to depend alone upon the one in the rear, for the reason that the forward rudder, if operated while the vessel is moving quickly, would have a prejudicial effect upon the screw immediately in its rear.

The fact that my vessel, by reason of its peculiar construction, can be propelled with great power and efficiency in either direction makes it extremely valuable when employed as a ram for war purposes. In this case the end of the vessel could be provided with sharp prows, and could be propelled against an enemys vessel with great destructive effect, and quickly disengaged from such vessel after the delivery of the blow, and drawn back out of the way.

I claim 1. A vessel having its bow and stern of like tapering configuration, and being provided with three propeller-screws at each end, one screw being located in the dead-wood in the line of the keel, and the other two being twin screws, located substantially as shown, the six screws having their combined working area at least equal to or somewhat greater than the maximum immersed transverse section of the vessel, substantially as shown and described.

2. A vessel having its bow and stern of like tapering configuration, and provided with twin screws in both bow and stern, the shafts of which are inclined in an upward direction, substantially as shown, and for the purpose stated.

3. A vessel having its bow and stern of like tapering configuration, and provided with twin screws in both bow and stern, the shafts of which are inclined in an upward direction and converge toward the bow and stern, sub stantially as shown, and for the purpose stated.

4. The sheath for the protruding ends of the shafts of the twin screws 9 9.9" g, consisting of the cylindrical portion h and the extension h, having the sharp edge h between the end of the shaft and the side of the vessel, sub stantially as shown and described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ELIAS S. HAYVLEY.

\Vitnesses:

R. A. TowNsENn, W. T. MILLER.

IIO 

